Reenforced-metal structure for railway cars



Jan, 1o, 192s'. 1,656 oso V. E. SISSON REENFORCED METAL STRUCTURE FOB`- RAILWAY CARS Filed Feb. 11, 1926 2 dll Patented Jan. 1U, 1928.

lditilldldll PATENT OFFICE.

REENFORCED-METAL STRUCTURE FOR RAILWFAY' CARS.

Application filed February Reference is had to the accompanying drawings, which illustrate the preferred forni ol the invention, though it is to be understood that the invention is not liniited to the enact details of construction shown and described, as it is obvious that 'various modifications thereof within the scope of the claims will occur to persons skilled in the art.

My invention relates to the construction of railway cars and more particularly to inetal end structures or walls for railway cars iliade of one or incre metallic plates or panels fornied with integral reeiiforcing, stiidening and bracing einbossnients or cor rugations. However, this device Inay be incorporated in the construction of cai' side walls, floors, roofs or doors used in connection with railway cars of various types.

lt is well lrnown that the end walls of rail way box cars are more likely to broken or otherwise injured than the sidewalls. This is due to the inertia thrusts andpressures caused by the shifting of the cargoes when lthe train starts or stops. rFliese thrusts niay be local, tending to distort the end in soins particular spot, as, for enainple, when a piece of piping or lumber shifts lengthwise iinparting a blow against the end wall ol the carrer there may be a general tendency to break out the end wall as a whole or tear it away from the framing. For the purpose, therefore, of greater' strength and durability, car ends have been constructed of instal plates corrugated or forrned witli-iibs to inipart the desired strength, rigidity and resiliency.

Une of the principal objects of iny inven tion is to proyide a corrugated metallic, end structure for railway cars in which the corrugations have a configuration and arrangenient that iinpart to the structure a inaniinuin capacity for resisting cargo thrusts, both local and general, static or quiescent, and with sunicient resiliency to prevent permanent distortion due to the thrusts of the loads, with a iniiiiinuin weight of metal. It is important that structures of this sort should be as light as is possible, consistent with strength and durability, both for reasons of economy iii manufacturing cost and also to lreep the weight of the car at a inini` niuln.

The retaining' walls of railway cars are lined to rjetain the cargo within the car, be

11, 1926. Serial N0. 87,654.

cause a riveted joint between two flat steel surfaces will not retain suoli line lading as grain, sand, etc. Steel traine (and eren wooden cars) are lined with wood which absorbs inoistuie and retards sweating, lf grain were allowed to Contact with a steel wall the consequent condensation of the moisture in the atmosphere would. cause inildew, and in such ladiiigs as ceinent and l'loui (even though sacked) suoli nioisturc would cause considerable damage. rl wooden lining between the steel wall and the lading practically eliminates suoli condensation. rt wooden lining also furnishes excellent ineans for blocking bulky and paclrage lading in place.

any lining necessarily increases the thiclrness of the wall and in an end wall this ineans that the inside length of the car is reduced or the train length of the cail is inw creased', either of which is objectionable. lt is desirable, therefore, to provide as thin a lining as possible consistent with require niente and to support the lining by ineaiis which occupy the iniiiiniuin possible horiNv frontal space.

lWhile l have shown the corrugations positioned horizontally, this is iniinaterial to the essential features of the invention. In the preferred forni the corrugations terininate Within the opposite edges of the plate. The wall may be niade of one or inore plates as desired.

ln the, forni illustrated, the inetallic plates entend from side to side of the car and are attached thereto and to the end sill and end plate in any convenient manner and are secured together along horizontal lines, thus forming the end wall of the car.

In the drawings:

Fig. l shows an end elevation of a railway car with my device applied thereon.

Fig. 2 is a section on line 2-2 of llig. l.

Fig. 3 is an enlarged cross section ou line 3--3 of Fig. l.

Fig. l is an elevation of Fig. 3.

Fig. 5 is a section on line 5--5 of Fig. 4l.

Fig. 6 shows a inodilicd forni.

The metallic wall or panel is inade of one or more inetallic plates @M2-3) secured together and reenforced and stillened by one or niore integral einbossinents il which preferably teriniiiate within the opposite edges of Ithe metallic plates. These einbossed reeiiforceineiits comprise a central portion 5i and (lll ll ll longer portions 6 on each side thereof with ltheir extremities separated from the central portion and with their medial parts joined tothe middle of the central portion. To aecomplish this result the central portion may be made straight and the longer secondary portions deflected and vice versa, or they may all be made straight and parallel, as shown in Fig. 6.

The central portion of the embossed reenforcement is preferably straight and of constant depth and constant widti for the major portion of its length, and may be deeper or shallower or may be wider or narrower than the unitary side portions of the embossed reenforcement.

The attaching pieces, which are preferably made of wood, are fitted into and secured to the central portion of the embossment, which is preferably made straight, so that the nailing strip will be simple to make and to apply. Lining boards are positioned perpendicularly to the attaching pieces and nailed or otheiwise secured thereto. 'lhe attaching pieces are the same depth as the portion of the embossment into which they are secured, the lining boards, therefore, not only bear against the attaching' piece but also against the plate between the central portion and the other portion of the embossment.

When the reenforced plate is attached to a frame member of the car, or car part, the longer side portions preferably overlap the frame member'and rivets; bolts or other attaching means are positioned between the extremities of the longer portions, and preferably in alignment with the central portion. In such an arrangement, the beam stresses of the embossment are transmitted directly by the rivets to the Vframe member; furthermore, the arrangement restrains the embossnent as a beam against deflection, thereby increasing its strength.

I claim:

1. In a railway car part made of a metal lic plate having an embossed reenforcement formed therein comprising a central portion, and a longer portion on each side of said central portion and partially parallel therewith and having their extremities separated therefrom and their middles joined thereto.

2. In a railway car part made of a metal-v lic plate having an embossed reenforcement formed therein terminating within the op posite edges of the plate comprisingl a eentral portion, and a longer portion on' each side of said `central portionv and partially parallel therewith and having their extremities separated therefrom and their middles joined thereto.

f 3. In a railway car part made of a. metallicL plate having an embossed reeni'forcement formed therein comprising a central portion, and a shallower, longer portion on each side of said central portion and partially parallel therewith and having their extremities separated therefrom and their middles joined thereto.

4. In a railway car part made of a metallie platehaving an embossed reenforcement formed therein terminating within the opposite edgesl of the plate comprising a central portion, and a shallower, longer portion on each side of said central portion and partially parallel therewith and having their extremities separated therefrom and their middles joined thereto.

5. In a railway car part made of a metallic plate having an embossed reenforcement formed therein comprising a central portion, and a shallower, narrower, longer` portion on each side of said central portion and partially parallel therewith and having their extremities separated therefrom and their middles joined thereto.

6. In a railway car part made of a metallie plate having` an embossed reenforcement formed therein comprising a central portion of constant depth, the major portion of its length, and a longer portion on each side of said central portion and partially parallel therewith and having their extremities separated therefrom and their middles joined thereto.

7. In a railway ear part made of a metallic plate having an embossed reenforcemcnt formed therein comprising a central )ortion of constant depth and constant width the major portion of its length, and a longer portion on each side of said central portion and partially pa allel therewith and having their extremities separated therefrom and their middles joined thereto.

8. In a railway car part made of a metallic plat-e having an embossed reenforcement formed therein comprising a central portion, a longer portion on each side of said central portion having their extremities separated therefrom and their middles joined thereto, attaching pieces secured within said central portion with one side flush with the side of the plate from which the reenforcement protrudes, and lining boards secured to said attaching pieces extending perpendicularly thereto and bearing upon said attaching pieces and upon the plate between the central portion and the other portions.

9. In a railway car, the combination of a frame member, a metallic plate having an embossed .reenforcement formed therein, comprising a central portion, a longer portion on each side of said central portion having their extremities separated therefrom and their middles joined thereto, said longer portion overlapping said frame member, and means for attaching said plate to said frame member positioned between the extremities of the longer portions.

10. In a railway car, the combination of a frame member, a metallic plate having an embossed reenforcement formed therein, terminating Within the opposite edges of the plate, comprising a central portion, and a longer portion on each side of said central portion having their extremties separated tlierefrom and their middles joined thereto, said longer portion overlapping said frame member, and means for attaching said plate to said frame member positioned between the extremities ot' the longer portions.

1l. In a railway ear, the combination of a :trame member, a metallic plate having an embossed reenforeement formed therein, comprising a central portion, and a longer portion on each side of said central portion having their extremities se arated therefrom and their middles joined t iereto, said longer portion overlapping said frame member, and means for attaching said plate to said frame member positioned between the extremities of the longer portions and aligned with said central portions.

l2. In a railway ear part made of a metallie plate having an embossed reenforeement formed therein comprising a central portion, and a shorterportion on each side of said' central portion having their extremities diverging and separated therefrom and their middles joined thereto.

VINTON E. SISSON. 

